System and method for transportation vehicle monitoring, feedback and control

ABSTRACT

A system provides monitoring/feedback to a transportation vehicle regarding the state of that vehicle based on, at least, information provided by sensors located on or in the transportation vehicle. Monitoring the transportation vehicle provides information about the status of the transportation vehicle and equipment on or in the vehicle. Feedback information is provided to the transportation vehicle based on the information received during monitoring. Additionally, feedback information may be formulated based on additional criteria received from equipment other than the sensors located on or in the vehicle, for example, meteorological systems, geographic location systems, e.g., a radar system, a global positioning system, etc. The information provided by the sensors and the formulated feedback information may be stored in memory on the transportation vehicle as well as at a stable location for archiving and subsequent analysis.

This is the National Phase of International Application No.PCT/IB01/01576, filed in English on Jul. 20, 2001, and claims thebenefit of U.S. Provisional Applications No. 60/219,736, filed on Jul.20, 2000, and 60/275,520, filed on Mar. 14, 2001, the entirety of whichare hereby incorporated into the present application by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to methods and systems for transportationvehicle operation, performance and condition monitoring and feedback.

2. Description of Related Art

In the case of a transportation vehicle accident, e.g., an aircraftcrash, a transportation vehicle data recorder (TVDR), e.g., a FlightData Recorder (FDR, also known as a “black box”), is used to aid indetermining the cause of the crash. However, the TVDR is not alwayseasily located in the remains of the transportation vehicle wreckage.The TVDR also does not monitor existing transportation vehicleconditions during operation, for example, FDRs do not monitor existingtransportation vehicle conditions during flight. Moreover, conventionalTVDRs are not appropriate tools for gathering and analyzing researchdata that can eventually be used to improve transportation technology asa whole.

This is a significant deficiency as operators of transportation vehiclessuch as aircraft are under significant business pressure to reduce therisk of accidents and to ensure that the costs of operating thesetransportation vehicles are minimized. Various certified commercialtools are available for these purposes on large commercialtransportation vehicles such as commercial aircraft whose operatorstypically maintain custom software and hardware, for example, data downlink, i.e., transmission from a commercial aircraft to ground stations,capability presently employed on large airliners for communication withhome base. Such data down link technology uses, for example, theAirborne Call and Recording System (ACARS). Conventionally, suchsoftware applications used for aircraft performance analysis are writtenby commercial transportation carriers, for example, specific commercialairline companies each design their own aircraft performance analysistools.

Nevertheless, such performance analysis technology is prohibitivelyexpensive to maintain for small commercial transportation carriers andnon-commercial transportation vehicle operators with more limitedmanpower and operational resources.

Moreover, in the commercial and non-commercial aircraft industry, aswell as any other transportation vehicle industry, there are few toolsfor real-time diagnosis of transportation vehicle condition to improvesafety and access to assistance for transportation vehicle operators.Additionally, there are presently no methods or systems for easilymonitoring characteristics of an individual transportation vehicle'scondition, performance and operation. Moreover, there is presently nomethod or system for comparing the condition, performance or operationof particular types of transportation vehicles, a plurality oftransportation vehicles, under various atmospheric conditions, onparticular geographic or topological routes, etc., with each other oragainst empirical parameters.

SUMMARY OF THE INVENTION

Accordingly, various embodiments of the invention are directed atproviding monitoring and feedback systems and methods that providemonitoring of transportation vehicle performance, operation andcondition characteristics. An on-vehicle component of the system bothstores and transmits information about the performance, operation and/orcondition of the transportation vehicle to a base-station component ofthe system. The base-station component of these systems may store theinformation received from the on-vehicle component, performs analysis ofthe vehicle characteristics and both stores and transmits feedbackinformation to the transportation vehicle based on that analysis. Thisfeedback information may be received by a human operator or an automatedor semi-automated system of an on-vehicle component of the systems toprovide information about the performance, operation or condition of thevehicle and/or control performance or operation of the transportationvehicle.

Additionally, it is foreseeable that the monitoring information providedto the base-station component and feedback information provided to theon-vehicle component may be archived and used to profile operation,performance, or conditions of a particular transportation vehicle, aparticular type of transportation vehicle or a plurality oftransportation vehicles over a period of time, under specificenvironmental conditions or any other useful criteria. This archivedinformation may also be used to perform investigation of theperformance, operation or condition of a transportation vehicle in thecase of an accident, e.g., a plane crash. In accordance with at leastone embodiment of the invention, an expert system may be included in oneor both of the on-vehicle component and the base-station component thatanalyzes and learns from the archived information and may suggest and/oractuate taking a particular action or set of actions or prohibit takingthat action or set of actions to control operation of the transportationvehicle if, for example, it recognizes that one or more particularactions are advisable or inadvisable.

These and other features and advantages of this invention are describedin or are apparent from the following detailed description of thesystems and methods according to this invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Further objects and advantages of this invention will be evident whenthe following detailed description is read in conjunction with theattached drawings, in which:

FIG. 1 illustrates one implementation of the embodiments of theinvention used in conjunction with a transportation vehicle that is anaircraft and transmission capability provided by satellite;

FIG. 2 illustrates a functional block diagram of one implementation ofthe on-vehicle component provided on a transportation vehicle inaccordance with the embodiments of the invention;

FIG. 3 illustrates a functional block diagram of one implementation ofthe base-station component provided to monitor and provide feedback tothe transportation vehicles;

FIG. 4 illustrates a one implementation of the embodiments of theinvention used in conjunction with a transportation vehicle that is alocomotive and transmission capability provided by satellite;

FIG. 5 illustrates additional details of one implementation of theon-vehicle component provided on a transportation vehicle in accordancewith the embodiments of the invention;

FIG. 6 illustrates additional details of one implementation of theon-vehicle component provided on a transportation vehicle in accordancewith the embodiments of the invention; and

FIG. 7 illustrates additional details of one implementation of theon-vehicle component provided on a transportation vehicle in accordancewith the embodiments of the invention.

DETAILED DESCRIPTION OF INVENTION EMBODIMENTS

It should be appreciated that the term “transportation vehicle” mayinclude any vehicle used for transportation of cargo and/or people.Therefore, transportation vehicles may include cars, trucks, boats,ships, planes, satellites, or any other now known or later developedvehicle for transportation that includes equipment that is susceptibleto failure.

According to the embodiments, the transportation vehicle monitoring andfeedback system is implemented in conjunction with a transportationvehicle. For ease of explanation, description of various embodiments ofthe invention will refer to a transportation vehicle that is anaircraft. However, it should be appreciated that the transportationvehicle may be any other potentially transportation vehicle includingbut not limited to aircraft, rockets, missiles, blimps, balloons,satellites, a land-based vehicle, including but not limited toautomobiles such as cars, trucks, utility vehicles, buses, trains,tanks, remotely operated land vehicles, or a watercraft, i.e., a vehiclecapable of providing transportation via a body of water, including butnot limited to boats, ships, submarines, hovercrafts, etc.

At least one of the embodiments of the invention may be implemented inconjunction with transportation vehicle data recorders (TVDRs) intransportation vehicles, e.g., FDR in aircraft. For example, on anaircraft, on-board components of the monitoring and feedback system maybe coupled to the secondary feed of the aircraft's “black box” or FDR.

Digital data transmission technology has advanced significantly inrecent years and both technology and processing capabilities have nowprogressed to the point that reliable digital data transmissionequipment can be economically installed on a transportation vehicleplatform. Such on-vehicle equipment may be used in conjunction withexisting transmission technology, for example, ACARS-VHF, the Internet,and also as an effective adjunct to the Global Positioning System (GPS)to communicate with a base-station component. Additionally, software hasadvanced to the point that operators can be provided with simple todevelop, economic, commercial packages that are autonomous in operation,user friendly, flexible and reliable.

FIG. 1 illustrates one implementation of a transportation vehiclemonitoring and feedback system designed in accordance with the at leastone embodiment of the invention and implemented in a transportationvehicle that is an aircraft. As shown in FIG. 1, a base-station 110communicates with a transportation vehicle 120, in this instance anaircraft, via at least one satellite 130 and an antenna 140. Thetransportation vehicle 120 communicates with the satellite 130 via atransmission link 150 that may be, for example, a radio-frequencycommunication link, conventionally understood in the satellitecommunication industry. The satellite 130 communicates with the antenna140, which may be, for example, a land-based transceiver, via acommunication link 160, which may be, for example, a radio-frequencycommunication link. The antenna 140 communicates with the base-station110 via a communication link 170, which may be, for example, aradio-frequency communication link, a cable, a wireless link, acommunication path on the Internet, an Intranet and/or any public orprivate network.

Data transmission from the transportation vehicle 120 to thebase-station 110 may be performed using any of various alternativetransmission formats and technologies to provide the constituenttransmission links 150–170. For instance, when implemented withtransportation vehicles 120 that are aircraft or other airbornevehicles, ACARS may be used to provide that data transmission linksnecessary to provide communication between the transportation vehicle120 and the base-station 110.

ACARS is a certified, widely used aeronautical communication device, andas such presents one low risk method for establishing air to ground datacommunications that may be used, for example, when the transportationvehicle is an aircraft or other airborne transportation vehicle.Although conventional use of airborne broadband applications is stillexperimental, there is good reason to believe that such communicationmethodologies will soon be certified by regulatory organizations. Theuse of Low Earth Orbit (LEO) satellite telephony is also possiblethrough the use of certified aircraft applications, e.g., Collins®Satcom facility. It is also foreseeable that Wireless ApplicationProtocol (WAP) may be utilized to provide communication links betweenbase-stations and transportation vehicles, as an extension of broadbandapplication with enhanced portal facilities.

ACARS is available for almost all flight paths on the globe and istransmitted in the following frequencies:

131.550 MHz—ACARS Primary channel for North America

131.475 MHz—Company channel for Air Canada®

-   -   (and some European airlines in North America)

130.025 MHz—ACARS Secondary channel for North America

129.125 MHz—ACARS Tertiary channel for North America

136.900 MHz—ACARS channel situated near London

131.725 MHz—ACARS channel Primary channel for Europe

131.525 MHz—ACARS channel Tertiary channel for Europe

131.550 MHz—ACARS Primary channel for Asia/Pacific

131.450 MHz—ACARS Primary channel for Japan

It should be understood that, particular with the implementation ofinvention embodiments with aircrafts, an antenna assembly (see, forexample, antenna assembly 710 included in the transceiver unit 700llustrated in FIG. 7), e.g., one including a blade antenna, see, forexample, blade antenna 730, may track satellites 750 dynamically toprovide communication with the base station(s) 760 to ensure that one ormore communication links is maintained to provide continuous or periodiccommunication with the base station. Such an ability to track asatellite may be provided, in part, using an attitude controlle 740 r.

Alternatively, the antenna assembly may use one or more patch antennas,e.g., patch antenna 730, which may be manufactured using moldtechnology, to provide communication with the base station(s).Additionally, such a patch antenna may suffer from issues related tocloud cover and transmission and reception noise. This and other noisesuffered by the communication system may be reduced by using a filter,for example, a filter designed by Dynocon located in Toronto, Canada.

One or more antennas or antenna assemblies 710 may be placed on the tailsection of an aircraft to help ensure that there at least one antenna orantenna assemble that has a sufficient spatial relationship with thelocation of one or more satellites. In such a configuration, or anyother configuration in which more than one antenna or antenna assemblyis available, an algorithm (such as, for example, an antenna assemblyselection algorithm 770) may be utilized to dynamically switch betweenthe feeds of the plurality of antennas or antennas assemblies to providethe best possible communication connection between the transportationvehicle and the base station(s). In such an implementation, thealgorithm could allow for switching between feeds if, for example, afeed signal fades.

Alternatively, such an implementation may allow for dynamic selection ofthe antenna or antenna assembly with the strongest communication signalcapability. Additionally, in implementation, the algorithm may be set upto communicate through a default selected antenna or antenna assemblyand switch to another antenna or antenna assembly only when the signalquality on the alternative antenna(s)/antenna assembly(s) is better.Moreover, the algorithm may be set up so that switching will only occurwhen the quality is significantly better (e.g., by a predeterminedfactor) to reduce unnecessary switching when quality fromantenna(s)/antenna assembly(s) is virtually the same.

Transmission between the transportation vehicle(s) and the basestation(s) may occur in the KU band with a secondary option being the Lband.

In accordance with at least one implementation the antenna assembly usedto provide communication with the base station(s) may be incorporatedwith one or more antenna structures used on the transportation vehicle,thus, reducing the hardware exposed on the transportation vehicle.

It should be understood that transportation vehicle operators, e.g.,actual operators or carriers or other organizations controllingoperation of the transportation vehicles, may use one or morecommunication providers, including satellite relay providers, inconnection with their use of the monitoring and feedback systemincluding one or more communication providers associated with themonitoring and feedback system.

In accordance with at least one embodiment of the invention,transportation vehicle operators may operate their own base stationswith more limited support provided by the monitoring and feedback systemoperators. Thus, it should be understood that there may be somecommunication connection between the base stations and one or moreremote archive facilities. Such facilities may be centralized based ongeographic or political region or based on relative use of themonitoring and feedback system in particular geographic areas.

In accordance with at least one embodiment of the invention, themonitoring and feedback system may monitor and store supplemental data,i.e., transportation vehicle operational data not specifically requestedby a particular operator.

FIG. 2 illustrates various sub-components that may be incorporated inthe on-vehicle component 1200 of the monitoring and feedback systemalong with other equipment potentially used in conjunction with theon-vehicle component 1200. As illustrated in FIG. 2, the transportationvehicle 120 may include an on-vehicle component 1200 of the monitoringand feedback system 100 that may work in conjunction with atransportation vehicle data bus 1210, e.g., an FDR when thetransportation vehicle is an aircraft. The on-vehicle component 1200 mayinclude an operational memory 1220, a transportation vehicle data businterface 1230, a controller 1240, processor 1250, auxiliary sensors1260, a memory buffer storage system 1270 and a transceiver unit 1280.All of the elements are operationally coupled together, i.e., coupledtogether in such a way that the elements may cooperate, by adata/control/communication bus 1290.

As illustrated in FIG. 2, the operational memory 1220 can be implementedusing any appropriate combination of alterable, volatile or non-volatilememory or non-alterable, or fixed, memory. Any alterable memory, whethervolatile or non-volatile, can be implemented using any one or more ofstatic or dynamic RAM, a floppy disk and disk drive, a writable orre-rewritable optical disk and disk drive, a hard drive, flash memory orthe like. Similarly, any non-alterable or fixed memory can beimplemented using any one or more of ROM, PROM, EPROM, EEPROM, anoptical ROM disk, such as a CD-ROM or DVD-ROM disk, and disk drive orthe like.

The operational memory 1220 stores instructions for operation of theon-vehicle component 1200. These instructions are fetched by theprocessor 1250 under the control of the controller 1240.

The transportation vehicle data bus interface 1230 provides an interfacebetween the transportation vehicle data bus 1210 and the on-vehiclecomponent 1200. It should be appreciated that the transportation vehicledata bus interface may provide an interface with a transportationvehicle data recorder, if one is present on the transportation vehicleand to sensors that conventionally provide information to meters withinthe operator area of the transportation vehicle, e.g., the cockpit.

The controller 1240 controls operation and co-operation of theoperational memory 1220, transportation vehicle data bus interface 1230,processor 1250, auxiliary sensors 1260, memory buffer storage system1270 and transceiver unit 1280. The processor 1250 works with thecontroller 1240 to control operation and co-operation of the otherelements 1220, 1230 and 1250–1280. In co-operation with the controller1240, the processor 1250 fetches instructions from the operationalmemory 1220 and decodes them, which may cause the processor 1250 totransfer data from the operational memory 1220, to perform datareduction techniques and/or encryption to data provided by thetransportation vehicle data bus 1210 via the interface 1230, or to storesuch data in the memory buffer storage system 1270 or transmit it viathe transceiver unit 1280.

The monitoring and feedback system may be activated upon power-up orembarkation of the transport vehicle, e.g., take-off, launch, etc. It isforeseeable that the monitoring and feedback may utilize differentphases of operation. For example, on-vehicle sensors may sense power-upor embarkation and the controller 1240 illustrated in FIG. 2 may controlthe system to begin sensing, storing and transmitting data to thebase-station 110 illustrated in FIG. 1. More specifically, when theembodiments of the invention are implemented in an aircraft, suchsensors may monitor engine operation, weight or motion in wheelassemblages of the aircraft, etc., e.g., to determine when data sensing,storage and transmission should begin. Similarly, the controller 1240may control the on-vehicle component 1200 to cease data sensing, storageand transmission based on information from such sensors, by manualcontrol of a vehicle operator or base-station personnel, etc.

The auxiliary sensors 1260 can acquire information about theperformance, operation and/or condition of the transportation vehiclethat is supplementary to the data conventionally monitored bytransportation vehicle systems and provided to a transportation vehicleoperator, for example, via the transportation vehicle data bus 1210. Forexample, the auxiliary sensors 1260 may include video, audio, oraudio-video data recorders installed at various locations throughout thetransportation vehicle. It should be appreciated that data from suchrecorders may be streaming data, i.e., a sequence of “moving images”,potentially with accompanying sound, that may be compressed using knowncompression algorithms, transmitted to the base-station component 1100and displayed by the viewer as the images arrive, or may simply providesnap shot data that provides information about a specific instant intime on a periodic or base-station activated basis.

It is foreseeable that one or more of the auxiliary sensors 1260, forexample video and/or voice recorders, may be activated by base-stationpersonnel as necessary, and, potentially, only in the event oftransportation vehicle operator authorization or some other emergencyindicator.

Auxiliary sensors 1260 may include various types of sensors that arespecific to types of transportation vehicles. For example, auxiliarysensors 1260 on a transportation vehicle such as a train may include oneor more sensors that determine whether a train is sufficiently stable orcoupled to a train track. Additionally, auxiliary sensors 1260 mayinclude sensors for each car that indicates the weight of the car withor without cargo, what model the car is, what model an engine is, etc.

Auxiliary sensors 1260 may include sensors associated with trainengines, e.g., the sensors are engine specific. Additionally, othercircuitry and hardware associated with the on-board component of themonitoring and feedback system may also be incorporated in each engine.When implemented with transportation vehicles that are trains, i.e.,modular transportation vehicles that change in their configuration,which may incorporate one or more engines and passenger and cargoreceptacles, the on-board component may include intelligence that allowssensors included in each receptacle to interact and cooperate to monitorthe train cooperatively. Thus, when more than one engine is used in atrain, the hardware and software in each engine can cooperate toidentify only one engine that includes hardware and software acting asthe main intelligence of the train. In such an implementation, aconfiguration program may be run following interconnection of theconstituent receptacles and engines of the train to inventory whatequipment is included in the train and define how the hardware isrelated, e.g., how many engines are included, how many cars, the weightof each car with or without cargo, the models of the cars, etc.Additionally, this configuration may identify what engine component actsas the main on-board component of the monitoring and feedback system.

Additionally, on-board or off-board hardware and/or software may beconfigured to determine what a payload and/or power distribution is onthe train. This information may be used by Artificial Intelligence (AI),explained in detail below, to determine an expected operation of thetrain and identify reasonable operation parameters for the train. Theseparameters may then be compared against actual operation of the train todetermine whether the train is operating within expected parameterranges, or, for example, characteristics that indicate dangerous orunexpected operation. This AI may utilize previously archived data toformulate the reasonable operation parameters for that and other trainsbased on the determined configuration of the train (as explained below).

Similarly, if the transportation vehicle(s) being monitored is a tractortrailer (consisting of a tractor and a trailer component), a truck, asemi-trailer, etc., auxiliary sensors 1260 may include one or moresensors that determine whether the vehicle is sufficiently stable orinteracting safely with a road, by, e.g., monitoring the pressureexperienced on various wheels on the vehicle to ensure that they arewithin industry accepted parameter ranges. Additionally, auxiliarysensors 1260 may include sensors for trailer that indicates the weightof the trailer with or without cargo, what model the trailer is, whatmodel a tractor is, what size engine the tractor includes, etc. Further,the auxiliary sensors 1260 may include a sensor, for example a levelgauge, configured to determine whether the tractor-trailer has toppledover.

Auxiliary sensors 1260 may include sensors associated with tractors,e.g., the sensors are tractor specific. Additionally, other circuitryand hardware associated with the on-board component of the monitoringand feedback system may also be incorporated in each tractor. Whenimplemented with transportation vehicles that are tractor-trailers,i.e., modular transportation vehicles that change in theirconfiguration, which may incorporate one or more trailers, the on-boardcomponent may include intelligence that allows sensors included in boththe tractor and the trailer(s) to interact and cooperate to monitor thetractor trailer cooperatively. In such an implementation, aconfiguration program may be run following interconnection of theconstituent tractor and trailer(s) to inventory what equipment isincluded in the tractor trailer and define how the hardware is related,e.g., how many trailers are included and of what they are, the weight ofeach trailer with or without cargo, the length of the trailer, themodels of the trailer(s) and tractor, etc. Additionally, on-board oroff-board hardware and/or software may be configured to determine what apayload and/or power distribution is on the tractor-trailer. Thisinformation may be used by AI, explained in detail below, to determinean expected operation of the tractor-trailer and identify reasonableoperation parameters for its operation in various weather conditions.These parameters may then be compared against actual operation of thetractor-trailer to determine whether the tractor-trailer is operatingwithin expected parameter ranges, or, for example, characteristics thatindicate dangerous or unexpected operation. This AI may utilizepreviously archived data to formulate the reasonable operationparameters for that and other tractor-trailers based on the determinedconfiguration of the tractor-trailer (as explained below).

In accordance with at least one embodiment of the invention, theauxiliary sensors 1260 may include sensors that detect the temperaturewithin, for example, refrigerated or heated receptacles on thetransportation vehicle, for example, in a trailer of a tractor trailer,in a truck, on a train, in a ship, an aircraft, etc. Additionally, adetection that a temperature is not within an acceptable or expectedrange may trigger issuance of an alert to the transportation vehicleoperator to address the temperature disparity. Alternatively, or inaddition, the on-board component may be configured to provide remotecontrol of the temperature of the receptacle(s).

In accordance with at least one embodiment of the invention, theauxiliary sensors 1260 may include sensors that are configured tomonitor for and detect pathogens on the transportation vehicle. Such anembodiment may be used to protect against transportation of diseasebearing agents from one geographic area to another via thetransportation vehicle(s). Similarly, the monitoring and feedback systemmay be used as one mechanism for ensuring that cargo is free of certainpathogens, for example, a shipment of cattle is transported using atransportation vehicle that is configured with sensors that monitor forvarious diseases. For example, the sensor(s) may be configured to sensethe presence and concentration of a wide variety of specified vaporsreleased into either the breath or body fluids of a living entity. Thesensor(s) may provide these benefits using a sample chamber and aplurality of sensors located on a chip included within or adjacent tothe sample chamber. Vapors are directed to pass through the samplechamber, whereupon the sensors provide a distinct combination ofelectrical signals in response to each. The sensors of the sensor(s) cantake the form of chemically sensitive resistors having resistances thatvary according to the identity and concentration of an adjacent vapor.Such an embodiment may be particularly useful to cargo transportationcarriers, e.g., based on outbreaks of hoof and mouth disease.

In accordance with at least one embodiment of the invention, theauxiliary sensors 1260 may include sensors that are configured tomonitor for and detect spoilage of perishable cargo in any number ofways. For example, the sensor(s) may be configured to sense the presenceand concentration of a wide variety of specified vapors as resultingfrom gases released during either decomposition or spoilage offoodstuffs. The sensor(s) may provide these benefits using a samplechamber and a plurality of sensors located on a chip included within oradjacent to the sample chamber. Vapors are directed to pass through thesample chamber, whereupon the sensors provide a distinct combination ofelectrical signals in response to each. The sensors of the sensor(s) cantake the form of chemically sensitive resistors having resistances thatvary according to the identity and concentration of an adjacent vapor.

Embodiments of the invention that include sensors configured to detectpathogens and/or spoilage may be used to certify that cargo is free ofcontamination and/or decay to, for example, customs facilities, food anddrug inspectors, insurance carriers. Additionally, by including sensorsthat may continuously monitor for indications of disease or decay, thenumber of personnel charged with caring for the cargo may be decreasedor the level of skill of those personnel may be decreased.

As with all types of transportation vehicles, a transportation vehicleprofile may be configured and associated with all monitored and archiveddata associated with a corresponding transportation vehicle. Thistransportation vehicle may include identification data as well ascharacteristics of the transportation vehicle, for example, engine sizeand other operational characteristics of a tractor. Trailers may alsoinclude some sensor or identification mechanism that may be recognizedby the hardware or software of the on-board component of the trailerthat allows the component to recognize and record the identity of thetrailer(s) with which it is coupled and its characteristics, e.g.,number of tires, axles, etc. Additionally, sensors may be included thatregister an amount of air pressure in tires on the trailer(s) and/or thetractor.

Similarly, transportation vehicles such as ships and aircraft mayinclude auxiliary sensor 1260 that indicate some measure of hullintegrity of the transportation vehicle, e.g., based on pressure, hullresistance, etc.

Auxiliary sensor 1260 may also include, e.g., for ships and other watercraft, sensors that detect an amount of rocking of the vessel(s) todetermine calmness of the water and stability of the vessel(s), sensorsfor measuring wind speed and direction, relative or true location of thevessel(s) (e.g., using triangulation techniques or GPS technology),sensors for measuring the amount of cargo or weight being carried on thevessel(s), etc. Additionally, the sensors may include a sensor that,once a breach in a cargo hull has been detected, e.g., by a hullintegrity detector, detects an egress rate of cargo of the breachedhull. This sensor may operate in combination with an algorithm thatdetermines the amount of cargo leaving the hull of the ship based onsensed changes in water displacement of the vessel and known dimensionsand configurations of the vessel.

Additionally, the monitoring and feedback system may include or receivesensory information from sensors located off board the transportationvehicle(s) but in proximity to it. For example, the system may includeor receive sensory information from sensors; see, for example, sensors405 that indicate track condition of train tracks that indicate, forexample, track conditions such as obstructions, integrity, etc that maybe problematic for a transportation vehicle 420 that is a locomotive (asillustrated in FIG. 4). This information may then be used to providereal-time or near real-time feedback information to trains or trainnavigation controllers that may, based on that information, re-route thetrains or alter the operation of the trains to accommodate for the trackconditions.

The memory buffer storage system 1270 can also be implemented using anyappropriate combination of alterable, volatile or non-volatile memory ornon-alterable, or fixed, memory. The alterable memory, whether volatileor non-volatile, can be implemented using any one or more of static ordynamic RAM, a floppy disk and disk drive, a writable or re-rewritableoptical disk and disk drive, a hard drive, flash memory or the like.Similarly, the non-alterable or fixed memory can be implemented usingany one or more of ROM, PROM, EPROM, EEPROM, an optical ROM disk, suchas a CD-ROM or DVD-ROM disk, and disk drive or the like.

Storage and processing of monitored data may be performed to compensateor handle both metric and English units. For example, data transmittedfrom a particular transportation vehicle may include indicia of whatdata measurements are taken, the units in which the data was measuredthe order in which the data is transmitted, the frequency with which thedata is transmitted, etc. Alternatively, all of that information may beincluded in a transportation vehicle profile associated withtransportation vehicle identification data stored at a base station(s)and/or a centralized data archive repository(s). Both this profile andthe identification data may be associated with previously monitoredoperation data of the associated transportation vehicle and feedbackdata previously provided to the transportation vehicle.

The transceiver unit 1280 is a combination transmitter/receiver and maybe implemented, for example, using various communications technologysuch as wireless technology, including cellular telephony, radio, etc.It may be preferable for the transceiver to have full duplex capability,that is, the ability to transmit and receive simultaneously.

Upon transportation vehicle power up, or at any other appropriate time,e.g., take-off of an aircraft, launch of a nautical vessel, etc., datatransmission is initiated by a data bus reader and other monitoringdevices.

The content of this data transmission may also be captured by anon-vehicle memory buffer storage system 1270. It should be appreciatedthat the operational memory 1220, controller 1240 and processor 1250 maybe incorporated in, for example, a central processing unit.

Data transmission rates may be dependent on the communications mediumand signal quality available for the particular transportation vehicle.For example, an analog cellular system may be available in remotecorners of Africa, which would mandate a slower, simpler installation.It should be appreciated that the transceiver unit 1280 will includesome type of antenna, design of which may depend on the type oftransportation vehicle using the system 100. Moreover, antenna locationon the transportation vehicle may depend on the type of transportationvehicle utilizing the system 100, for example, an aircraft may need anantenna location that is certified by a regulatory authority for a rangeof frequencies and tested accordingly for the individual operator.

As data is being stored in the memory buffer storage system 1270, it isalso transmitted in real-time, in streaming or packet burst form, to thebase-station 110 via the transceiver unit 1280. This transceiver unit1280 may include, for example, a FAA-approved antenna located on thefront of the transportation vehicle when it is an aircraft. The data maybe transmitted to the base-station 110 and monitored, stored, andanalyzed in real-time, for example, if indicated by the transportationvehicle's service profile, explained below. Data transmission may beperformed using conventionally understood methods, for example,utilizing ACARS-VHF, the Internet, WAP, and/or satellite transmission.

The data/control/communication bus 1290 operationally couples all of theelements 1220–1280 together so that the on-vehicle component may storeand transmit performance, operation and/or condition data to thebase-station component.

In accordance with at least one embodiment of the invention,transmission of data between the transportation vehicle(s) and basestation(s) may be packet based. A packet may be thought of as the unitof data that is routed between an origin and a destination on a network,e.g., the Internet. The packet may be thought of as a chunk of a datafile divided up to an efficient size for routing. Each of these packetsis separately numbered and includes an address, for example, an InternetProtocol address, of the destination. The individual packets for a givenfile may travel different routes through the network. When they have allarrived, they are reassembled into the original file using anyconnection-oriented protocol (for example, by a Transmission ControlProtocol layer at the receiving end).

The terms “packet” and “datagram” are similar in meaning. A protocolsimilar to TCP, the User Datagram Protocol(UDP) uses the term datagramand may also be used in an embodiment of the invention to providecommunication between the transportation vehicle(s) and the basestation(s).

In accordance with at least one embodiment of the invention, the datacommunicated with the transportation vehicles is encrypted, i.e., thedata is converted into a form, called a ciphertext, that cannot beeasily understood by unauthorized people, prior to transmission of thedata. Subsequently, following reception of the data at either thetransportation vehicle(s) or the base station(s), the data is decrypted,i.e., converting the encrypted data back into its original form, so itcan be understood. In accordance with at least one embodiment, the datais encrypted using an encryption algorithm that is specific to themonitoring and feedback system, for example, a symmetric algorithm (samekey for encryption and decryption) using block encryption (see blockcipher) of 128 bits in size, supporting key sizes of 128, 192 and 256bits. In accordance with at least one embodiment, the encryptionalgorithm is implemented in the hardware and software of thetransportation vehicle using a plug-in application, i.e., one or moreprograms that can easily be installed and used as part of a Web browserand is recognized automatically by the browser, its function beingintegrated into a main HTML file that is being presented.

In one implementation of this embodiment, the monitoring and feedbacksystem utilizes a key-escrow arrangement. In such an implementation, allusers of the system may be required to provide the systemadministrator(s) with a copy of a key used by the carrier forencryption/decryption. Decryption keys may be stored in a secure place,used only by the administrator(s), and used only under specificcircumstances, e.g., degradation of the user's key copy, under courtorder, under specific authorization of the user, etc.

In accordance with at least one embodiment of the invention, themonitoring and feedback supports Secure Sockets Layer (SSL) protocol,which is a commonly-used protocol for managing the security of a messagetransmission over a network, e.g., the Internet. SSL uses a programlayer located between the Internet's Hypertext Transfer Protocol (HTTP)and Transport Control Protocol (TCP) layers. SSL is included as part ofboth the Microsoft and Netscape browsers and most Web server products.SSL uses the public-and-private key encryption system from Rivist-ShamirAldeman (RSA) encryption and authentication system, which also includesthe use of a digital certificate. Alternatively, or in addition, themonitoring and feedback system may support S-HTTP protocol.

It should be appreciated that the data provided by the transportationvehicle data bus 1210 as well as any data provided by auxiliary sensors1260 may be compressed prior to transmission to the base-station 1100and storage in the memory buffer storage system 1270. Accordingly, itshould be appreciated that the data may be compressed using either alossy or lossless compression algorithm run by the processor 1250 baseon instructions stored in the operational memory 1220 under thedirection of the controller 1240.

It may be preferable for compression performed on the data that isstored in the memory buffer storage system 1270 be performed using alossy compression algorithm whereas the same data is compressed using alossless compression algorithm prior to transmission to thebase-station. Such an implementation may be preferable, for example,when there is an increased interest in particularly accurate archivaldata stored at the base-station. Alternatively, it may be preferable forcompression performed on the data that is stored in the memory bufferstorage system 1270 may be performed using a lossless compressionalgorithm whereas the same data is compressed using a lossy compressionalgorithm prior to transmission to the base-station. Such animplementation may be preferable, for example, when the amount ofbandwidth available for transmission of data to the base-station islimited.

Moreover, data may be compressed using conventional data reductiontechnologies that transmit only a delta or change in a data parameterrather than resending the data parameter itself. Such technologies maybe particularly beneficial for implementation by the on-vehiclecomponent 1200 for transmitting, for example, video data. Conventionaldata reduction technology may involve extracting raw data from a datastream using, for example, ARINC® 429 code conversion algorithms fortransportation vehicles that are aircraft. When data reductiontechnology is implemented in the on-vehicle component 1200, thebase-station component 1100 may include modeling software andmathematical processing algorithms for converting this raw data intoperformance information.

Thus, in accordance with at least one embodiment of the invention, datatransmitted between the transportation vehicle(s) and base station(s)may be compressed prior to transmission and decompressed subsequent totransmission. The compression/decompression may be implemented usingvarious compression/decompression schemes. Although thecompression/decompression may be implemented using a lossless or a lossytechnique, lossless may be preferred if data integrity is important. Thecompression may be used to reduce the size of data in order to savespace or transmission time. For data transmission, compression can beperformed on just the data content or on the entire transmission unit(including header data) depending on a number of factors.

In accordance with at least one embodiment of the invention, monitoringdata may be transmitted to the base station(s), at which analysis isperformed to determine, for example, whether the vehicle is operatingunder acceptable and/or expected conditions. Alternatively, data may bepre-processed on the transportation vehicle(s) so that only dataassociated with operational parameters that have not been met aretransmitted to the base station. In such a situation, the transportationvehicle may transmit data that indicates operational characteristicsthat have been identified. For example, a vehicle that is operating atan acceptable or expected speed but an unacceptable or unexpected fuelconsumption, may only transmit information indicating that there is anunacceptable fuel consumption. The information regarding the speed maybe discarded, archived, or transmitted at a lesser frequency than thedata associated with problematic parameter values. Such an embodimentmay provide a reduced necessity to compress data because the amount ofdata transmitted to the base station(s) would be reduced.

In accordance with at least one embodiment of the invention,transmission of data may from the transportation vehicle to the basestation may be repeated multiple times, for example, five times. In suchan embodiment, the data is analyzed to pick from among the multiple setsof data to identify the best set of data for subsequent analysis and usein the monitoring and feedback system. This selection of “best” data maybe performed in any number of ways.

For example, the determination may be based on one or more reasonableparameter ranges. Thus, for example, a set of data may include aplurality of monitoring and/or feedback parameters. One or more of theseparameters may be checked against corresponding parameter ranges thathave been predetermined to contain reasonable or expected values. Basedon whether the parameter(s) included in the data sets fall within thepredetermined range, one or more data sets may be selected as beingappropriate for subsequent use in analysis.

Alternatively, the determination of which data set(s) is best may bebased on previously received data. For example, a data set (presumablypreviously identified as being accurate or being the best from among aplurality of data sets) sent at time n may be compared with theplurality of data sets transmitted at time n+1. That is, one or moreparameter values may be compared between time n and n+1 to determinewhether the data is reasonable. Such a configuration would allow theability to determine whether the data set indicates too wide afluctuation than is possible. For example, an aircraft speed at time nbeing reported as 425 mph but 756 mph at time n+1. As an example of adata range of fluctuation between time n and n+1, an algorithm may beset up to discount a data set in which the speed parameter changes by,for example, more than 20%, or alternatively, for example, more than 50mph. It should be understood that time times at which data are sent mayor may not be continuous; therefore, for example, data may betransmitted, for example, continuously, every 2 seconds, every minute,etc.

A third option is to use a check sum to indicate the integrity of thedata sets transmitted between the transportation vehicle and the basestation. A checksum is a count of the number of bits in a transmissionunit that is included with the unit so that the receiver can check tosee whether the same number of bits arrived. For example, in the presentsituation, the checksum could include the number of bits in one or moreparameters or in an entire data set. If the counts match, it's assumedthat the complete transmission was received. Both Transmission ControlProtocol and User Datagram Protocol communication layers provide achecksum count and verification as one of their services.

It is foreseeable that the on-vehicle component 1200 of the monitoringand feedback system 100 may be implemented in a general purposecomputer, a special purpose computer and/or one or more ApplicationSpecific Integrated Circuits (ASICs), for example, a combination of ASICand flash memory chips.

It is foreseeable that the on-vehicle component 1200 may receivetransportation vehicle data sent to the TVDR, if one is included on thevehicle, via the transportation vehicle data bus 1210. Subsequently, theon-vehicle component 1200 of the system may transmit the flight data andstore it in the memory buffer storage system 1270 illustrated in FIG. 2.

The equipment incorporated in the on-vehicle component 1200 of thesystem may be powered either from a transportation vehicle specificsource or independently using a minimum power consumption level. Theduality of the real-time data storage on the transportation vehicle andat the base-station provides efficient, easily accessible and virtuallyinstant data retrieval capabilities.

The on-vehicle component 1200 may require no transportation vehicleoperator monitoring at any time. In such an implementation, atransportation vehicle operator may be contacted by base-stationpersonnel or an automated algorithm running at the base-station onlywhen transportation vehicle operation, performance or condition criteriado not meet acceptable parameters. However, it should be appreciatedthat a panel mounted display unit may be incorporated in the on-vehiclesystem component to provide status information to the crew. Thetransportation vehicle data transmitted from the on-vehicle component1200 to the base-station 110 may be archived at the base-station 110 andprocessed to display the data in pre-determined formats to showtransportation path profiles and transportation vehicle operation.Moreover, basic trend monitoring may be performed to providetransportation vehicle fleet profile comparison analysis.

As illustrated in FIG. 3, the base-station 110 includes a base-stationcomponent 1100 of the monitoring and feedback system 100 that mayinclude, for example, a transceiver 1110, controller 1120, operationalmemory 1130, processor 1140, archival memory system 1150 and networkinterface 1160. All of the elements are operationally coupled together,i.e., coupled together in such a way that the elements may cooperate, bya data/control/communication bus 1170.

The transceiver 1110 provides the software and hardware for interfacingwith the antenna 140 illustrated in FIG. 1. Similarly to the transceiverunit 1280, the transceiver 1110 may be implemented, for example, usingvarious communications technology such as wireless technology including,e.g., cellular telephony, radio, etc. It may be preferable for thetransceiver 1110 to be configured to provide full duplex capability,that is, the ability to transmit and receive over antenna 140simultaneously. Additionally, data transmission rates shall be dependenton the communications medium and available signal quality. Feedback datatransmission may be performed using conventionally understood methods,for example, utilizing ACARS-VHF, the Internet, WAP, and/or satellitetransmission.

It should be appreciated that the feedback data generated by thebase-station component 1100 may be compressed prior to transmission fromthe base-station 1100 and storage in the archive memory system 1150using either a lossy or lossless compression algorithm.

Moreover, data to be transmitted may be reduced using conventional datareduction technologies that transmit only a delta or change in a dataparameter rather than resending the data parameter itself. Additionally,it is foreseeable that the feedback data may be encrypted prior totransmission to the transportation vehicle 110.

The operational memory 1130 can be implemented using any appropriatecombination of alterable, volatile or non-volatile memory ornon-alterable, or fixed, memory. Any alterable memory, whether volatileor non-volatile, can be implemented using any one or more of static ordynamic RAM, a floppy disk and disk drive, a writable or re-rewritableoptical disk and disk drive, a hard drive, flash memory or the like.Similarly, any non-alterable or fixed memory can be implemented usingany one or more of ROM, PROM, EPROM, EEPROM, an optical ROM disk, suchas a CD-ROM or DVD-ROM disk, and disk drive or the like. The operationalmemory 1130 stores instructions for operation of the on-vehiclecomponent 1100.

The controller 1120 controls operation and co-operation of theoperational memory 1130, processor 1140, the archive memory system 1150and the network interface 1160. The processor 1140 works with thecontroller 1120 to control operation and co-operation of the otherelements 1110, 1130, 1150 and 1160. In co-operation with the controller1120, the processor 1140 fetches instructions from the operationalmemory 1130 and decodes them, which may cause the processor 1140 totransfer data from the operational memory 1130, to perform, for example,decompression techniques or decryption techniques to decompress ordecrypt data transmitted from the on-vehicle component 1200, or to storesuch data in the archive memory system 1150.

Moreover, the processor 1140 may fetch instructions from the operationalmemory 1130 to perform analysis of data stored in the archive memorysystem 1150 so as to compare data received from the on-vehicle component1200 with parameters to help ensure that the transportation vehicle isoperating, performing or is in a condition that is acceptable. Forexample, the processor 1140 may determine whether a transportationvehicle is maintaining the path indicated by its travel plan, forexample, a flight plan, anticipated route via road, or navigation plan,based on information received from the on-vehicle component 1200 and,for example, information from a GPS or LEO satellite.

The archival memory system 1150 can be implemented using any appropriatecombination of alterable, volatile or non-volatile memory ornon-alterable, or fixed, memory. The alterable memory, whether volatileor non-volatile, can be implemented using any one or more of static ordynamic RAM, a floppy disk and disk drive, a writable or re-rewritableoptical disk and disk drive, a hard drive, flash memory or the like.Similarly, the non-alterable or fixed memory can be implemented usingany one or more of ROM, PROM, EPROM, EEPROM, an optical ROM disk, suchas a CD-ROM or DVD-ROM disk, and disk drive or the like.

The archival memory system 1150 may be significantly large in size tostore transportation vehicle data for both multiple trips by particulartransportation vehicles and for multiple transportation vehicles aswell. Thus, the storage capability for the archival memory system 1150may be many Gigabytes or larger.

The network interface 1160 may provide access to additional informationthat may be used by base-station personnel or algorithms run via theprocessor 1140 on the base-station component 1100 of the monitoring andfeedback system to determine weather a transportation vehicle isoperating outside predetermined parameters. Such parameters may be setto help ensure that transportation vehicles operate in a safe manner,e.g., to avoid a potential accident, an efficient manner, e.g., for thepurpose of fuel or time efficiency, an instructed manner, e.g., whenspecific transportation vehicles should only operate at a specificspeed, altitude, etc. based on characteristics of the transportationvehicle and, for example, environmental conditions such as wind speed,precipitation, temperature, turbulence, etc. The additional informationprovided via the network interface 1160 may include meteorologicalinformation, routing information, traffic patterns, transportation pathclosures, etc. The network interface 1160 may provide access to a publicand/or private communication network, for example, a wide area network,local area network, an Intranet, the Internet or any other privateand/or public transportation network.

The control/data/communication bus 1170 operationally couples all of theelements 1110–1170 together so that the on-vehicle component may storeand transmit performance, operation and/or condition data to thebase-station component.

The controller 1120, operational memory 1130, processor 1140 and networkinterface 1160 may be implemented in a PC workstation with, for example,a Windows® operating system, proprietary data processing software andvideo processing capabilities. Because standard transmission and datastorage equipment may be used to implement the base-station component1100 of the monitoring and feedback system, software/hardware updatesand system maintenance can be performed regularly and proficiently.

One key feature of at least one of the embodiments of the invention isthe resulting reliability of data collection and feedback analysisprovided to transportation vehicle operators. With reliability comesdependability and accuracy.

At least one of the embodiments of the invention is designed to work inconjunction with transportation vehicle recorders such as FDRs. Theon-vehicle component 1200 of the system in such an embodiment isspecifically designed to capture data “behind” the transportationvehicle recorders so as not to interfere with proven data collectionenvironments. In this way, that embodiment works in conjunction with thetransportation vehicle recorders instead of interfering with them.

Moreover, the on-vehicle component 1200 of the monitoring and feedbacksystem 100 may be implemented with a minimum number of moving parts soas to minimize mechanical failure resulting from the inevitable erraticmovement experienced by transportation vehicles 120. Additionally, atleast one embodiment of the invention may be implemented such that anyor all of the moving parts are, in effect, a backup system should thecapability to transmit data from the transportation vehicle 120 to thebase-station 110 be unavailable for some reason.

Systems and methods designed in accordance with the embodiments of theinvention may be advantageously implemented with a transportation systemthat prevents transportation accidents, such as controlled flight intoterrain (CFIT) accidents.

The impacts of the embodiments on the passenger transportation industryare numerous. For example, with reference to air transportation, a studyof 1,039 aircraft accidents taken from the Aviation Accident Databasebetween 1997 and 1999, 22% were identified as the result of mechanicalfailure, 10% were due to sabotage and 20% were due to weather. Accordingto this data, potentially 52% of large-scale aircraft casualtiesresulting in lost lives could have been avoided if equipment failuresand weather conditions could have been monitored in real-time andactions could have been taken to correct the situation. According to thesame study, 46% of the aircraft accidents were attributed to humanerror. Again, the potential for savings in lost lives is immeasurable,simply by recognizing procedural or navigational errors before theyresult in objectionable and adverse results.

Moreover, the other benefits that may conceivably result fromimplementation of the embodiments of the invention are numerous.

First, transportation vehicles implementing systems designed inaccordance with the embodiments of the invention may be able to havesystems customized by selecting higher or lower data transmission rates,higher or lower data storage capacities in either or both on-vehicle andbase-station equipment, and selection of additional data analysis tools,e.g., topographical data, weather data, etc. The operational memory 1130of the base-station component 1100 and/or the operational memory 1220 ofthe on-vehicle component 1200 may include service profile data that mayinclude, for example, (1) an indication of a particular datatransmission rate for communicating on an up-link from the base-stationto the transportation vehicle, on a down-link from the transportationvehicle to the base-station, or both; (2) an amount of maximum datastorage to be maintained at the base-station for down-loading from thetransportation vehicle; (3) a selection of which transportation toolsmay be utilized in conjunction with analysis performed at thebase-station on the data down-loaded by the transportation vehicle tothe base-station.

Moreover, it is foreseeable that a particular transportation vehicle'sservice profile may include identification of specific auxiliary sensors1260 incorporated in the on-vehicle component 1200. It is foreseeablethat at least one-hundred-and-fifty parameters may be monitored by thebase-station 100. Therefore, the service profile may be customizablebecause, for example, the transportation vehicle data bus 1210incorporated within a transportation vehicle can be programmed toextract whatever data set the on-vehicle component 1200 requests.

This opportunity to customize implementation of a system designed inaccordance with the embodiments allows transportation vehicle operatorsto implement a scalable monitoring and feedback system at a lower costwhile allowing for adding system options at some time subsequent toinitial implementation of the system.

Second, individual, and non-commercial vehicle transportation operatorspresently without the means of providing their own base-station caneffectively share these facilities and resources with other individual,and/or non-commercial vehicle transportation operators at an affordablecost.

Third, implementation of systems and methods designed in accordance withthe embodiments may be quickly recognized by the insurance industry as atool for ultimately reducing their payout risk. As result,transportation operators and carriers may have lower insurance premiums.

Fourth, when the aviation industry introduces trans-polar flights,previously unavailable flight route information will be immediatelyaccessible. Presently, the polar regions are very poorly covered byhigh-quality communications, and extensive use is still made of HF. Datatransmission for transportation vehicle tracking purposes is thereforepoor. Access to an LEO transmission and communication facility willgreatly improve polar region monitoring.

Although presently there are other known methods of capturing flightdata information, most of these differ significantly from theembodiments of the invention because they do not consider real-time datatransmission. Moreover, these other systems are not directed at storinglong term information for the purposes of performing performance,operation and condition analysis of one or more transportation vehicles.

The embodiments of the invention may utilize a standard computer, videoand transceiver equipment, such as FAA-approved transceiver equipment,to monitor and relay data transmissions between transportation vehiclesand base stations, as well as store these transmissions both on-vehicleand at the base-station for archival purposes.

Moreover, such archived data may be used for route cost proving, i.e.,the ability to compare actual transportation vehicle performance, andtherefore operating costs, against the predicted transportation vehicleeconomic model for the route hence providing a real time validation ofpredicted costs.

As mentioned above, the embodiments of the invention may be used as atool for averting transportation vehicle accidents. Data transmitted inreal-time to the base-station 110 from the transportation vehicle 120may be monitored by base-station personnel, and/or automated and/orsemi-automated base-station equipment. As a result, the base-stationpersonnel, and/or automated and/or semi-automated base-station equipmentmay identify any deviation of performance, operation or condition datafrom acceptable parameters more quickly. As a result, real-timemonitoring of the performance, operation and condition of thetransportation vehicle 120 by the base-station component 110 allows theidentification and diagnosis of malfunction of equipment incorporated inthe transportation vehicle 110 as well as transportation vehicleoperator error.

Therefore, such monitoring provides the ability to provide real-timefeedback to transportation vehicle operators. With such feedback comesan increased capability to minimize, correct, or compensate forpotentially problematic scenarios on the transportation vehicle. Thepotential benefit of such monitoring and feedback capability may bereadily appreciated if, for example, a fire has occurred in a cargo holdof an aircraft or shipping vessel. By monitoring these areas, the systemis able to provide information to allow transportation vehicle operatorsto take necessary steps to avert accidents.

As mentioned above, the embodiments of the invention may be used as atool for investigation of transportation vehicle accidents. In the eventof a transportation vehicle accident, investigation may beginimmediately because data has been captured and stored real-time in animmediately accessible location. Thus, the dependency on a missingtransportation vehicle recorders for accurate information is minimized.

As mentioned above, the embodiments of the invention may be used as atool for profiling operation and performance of transportation vehicles.

The embodiments of the invention may receive performance, operation andcondition data from existing sensor outputs, e.g., existing flightsensors in an aircraft as well as the Flight Management System (FMS).However, although not required for implementation of all of theembodiments of the invention disclosed herein, the on-vehicle component1200 of the monitoring and feedback system may incorporate auxiliarysensors 1260. Thus, sensors may be incorporated within and on theexterior of the transportation vehicle. Such sensors may include, butare not limited to, sensors for monitoring wind sheer, lift,cross-winds, pitch, roll, etc., for aircraft, water temperature, pitch,roll, etc. for watercraft, speed, momentum, braking efficacy, etc. forland-based vehicles, or any other characteristic that may be indicativeof environmental effects on a transportation vehicle.

In accordance with at least one embodiment of the invention, themonitoring and feedback system may also include a database of rulesdeveloped in part and/or used by Artificial Intelligence (AI) in theform of an expert system incorporated in the transportation vehiclemonitoring, feedback and control system to create a system that mayautomatically respond to or display helpful assistance to event(s) thathave occurred based on archived information indicating at least oneprevious occurrence of the event(s) and the action(s) that werepreviously taken in response. For example, the archived information mayinclude information indicating a past occurrence of a particular eventor set of events and the action or set of actions that were initiated bya pilot of the same transportation vehicle, type of transportationvehicle, or a similar transportation vehicle, to successfully respond tothat event or set of events, Similarly, the archived information mayinclude information indicating a past occurrence of a particular eventor set of events and the action or set of actions that were initiated bya pilot of the same transportation vehicle, type of transportationvehicle, or a similar transportation vehicle, that were unsuccessful inresponding to that event or set of events.

Further, the event or set of events need not be completely identical toa previous event or set of events. Rather, the previous event or set ofevents need only be sufficiently similar to be relevant. One measure ofsimilarity may be provided by determining how many factors are variablein the present scenario and determining how many of the variable factorshave identical or sufficiently similar values. A determination ofwhether a variable factor has a present value that is sufficientlysimilar to a past value may be made be comparing the present value withthe past value to determine whether the present value is within apredetermined acceptable variation range from the past value. Forexample, if the variable factor is 20,000 feet altitude, a predeterminedacceptable variation range may be 19,500 to 20,500 feet altitude.Therefore, if archived scenario information indicates a scenario inwhich the altitude is 20,000 feet, than a present value of the altitudeshould be between 19,500 and 20,500 feet to be deemed sufficientlysimilar to the previous value of 20,000 feet for the purposes ofdetermining similarity of scenario.

The expert system may generate or use rules formulated based on archivedscenario information. For example, such rules may be formulated based onmeasured parameters obtained either directly or inferentially, byexamining active devices and components based on simulated evolution andusing algorithms to determine the best response for one or morecomponents of the vehicle to respond to.

Such an expert system may learn (e.g., acquire information and rules forusing the information), reason (e.g., use the rules to reach approximateor definite conclusions), and perform self-correction. Such an expertsystem may be implemented in, for example, one or more computer programsthat simulate the judgement and behavior of a human or an organizationthat has expert knowledge and experience operation of a particulartransportation vehicle, a particular type of transportation vehicle,various groups of transportation vehicles, generally or in specifiedscenarios, e.g., electrical storms, high winds, low visibility, extremeturbulence, etc.

The expert system may include or utilize a knowledge base containingaccumulated experience and a set of rules for applying the knowledgebase to new situations. Some part or all of the knowledge basecontaining accumulated experience may be included in the archivedscenario information. Alternatively, the knowledge base containingaccumulated experience may include some part or all the archivedscenario information. The set of rules for applying the knowledge baseto new situations may include rules indicating how the knowledge base isapplied to new situations by including rules indicating how theknowledge base is applied to each particular situation that isdescribed.

The one or more computer programs may use previously determined rulesbased on natural selection, crossover, and mutation to arrive at asolution that best satisfies the situation the vehicle finds itself inat that present time. This information may be used as an alert eitheraurally, visually or to manage the vehicle based on previously storeddata retrieved by event and value. Alerts may be generated based onindustry supported parameters; for example, if a transportation vehicleis operating outside of generally accepted parameters, an alert may begenerated to the vehicle crew and/or base station or other personnel.The present situation and result may then be input into the archivedinformation to build the database for future use by either the samevehicle or any other similar vehicle on the same neural network. Overtime, a number of above-average solutions increases, and better-fitsolutions may be created, until a good solution to the problem at handis found.

As a result, at least one embodiment of the invention provides anavigation system that includes an expert system that collects, storesand analyzes scenario data associated with operation of one or moretransportation vehicles. Analysis may include formulation of expertsystem rules used to analyze the scenario data and additional scenariodata collected during further operation of the one or moretransportation vehicles.

It should be appreciated that, such expert systems may be used to assistin or control operation of one or more transportation vehicles after aperiod of time that allows the expert system to become sufficientlyadept at assisting or controlling transportation vehicle operation. Forexample, a set of operation controlled by a pilot of a Boeing 747aircraft, flying from Atlanta to Washington, D.C., may be stored using anavigation system according to one embodiment of the invention.Subsequently, that set of operations may be used to suggest operationsto a pilot of that aircraft or another Boeing 747 aircraft from Atlantato Washington, D.C. Moreover, a set of operations controlled by manypilots in a particular plane, or type of plane on a particular route maybe used to formulate suggested operations to a pilot of that plane ortype of plane.

In accordance with at least one embodiment of the invention, thenavigation system, including an expert system, may be configured tooperate as a warning system under a transportation vehicle crew'scontrol. Such a system may be configured to provide suggested operationsor sets of operations via, audio, visual, or audiovisual messaging.Thus, the navigation system may include, and the expert system maycontrol or be coupled to, for example, one or more speakers, one or morevideo screens, one or more graphical user interfaces, etc.

In accordance with at least one embodiment of the invention, thenavigation system, including an expert system, may be configured toinitiate corrective control operation of one or more transportationvehicles. For example, if the expert system determines that one or moreoperations initiated by the crew of the transportation vehicle would beinadvisable, the expert system may be configured to prohibit thatoperation and/or initiate an alternative more advisable operation.Alternatively, or in addition, if the expert system determines that oneor more operations should be initiated by the crew of the transportationvehicle, the expert system may be configured to initiation thoseoperations.

In accordance with at least one embodiment of the invention, thenavigation system, including an expert system, may be configured tosolely control operation of one or more transportation vehicles. In suchan embodiment, the navigation system may also include vision and variousother systems for remote vehicle control using, for example, neural andcellular networks and evolutionary computation.

Such embodiments may be used in an aircraft experiencing variousexpected or unexpected scenarios. For example, when an aircraftencounters turbulence, the system may be able to provide the aircraftwith archived scenario information, one or more possible operations tobe initiated, one or more sets of possible operations to be initiated,etc. These suggested or possible operations may be formulated based onpreviously archived scenarios that are similar to one presently beingexperienced by the aircraft. For example, a same or similar degree ofturbulence may have been experienced by the same aircraft, a same typeof aircraft or a similar type of aircraft. As a result, the expertsystem could provide suggested operation(s) to handle the presentscenario. Alternatively, the expert system could control the aircraft tosome extent to either initiate or prohibit certain operation(s) based onthe archived scenario information and any operation rules based on thatpreviously archived scenario information. For example, the expert systemmay recognize that, based on the previously archived scenarioinformation, and the characteristics of the present situation sensed by,for example, on-board sensors, the flaps may be adjusted in a specificmanner to minimize the jerkiness felt during turbulence making theflight smoother.

As another example, suppose an aircraft experiences a tire blow out ontake-off. By virtue of implementing an embodiment of the invention, thecrew members and/or ground personnel (e.g., base station personnel andother individuals and organizations associated with the operation,maintenance and safety of the transportation vehicle) have access toprevious information on similar situations for the same or a similarmodel aircraft with similar payloads. This archived scenario informationmay have been provided by implementing an embodiment of the invention toat least monitor the operation of this or other transportation vehicles.

As a result, the crew and ground personnel may have access to thescenario information that indicates transportation vehicleconfigurations at landing for previous scenarios, including, forexample, results, flaps angles, speed of aircraft, type of aircraft,destination of aircraft, spoiler configurations, weather conditions anda host or other relevant information on the actions taken in previoustakeoffs. The crew and/or ground personnel may also have access tosuggested operation(s) to be undertaken in the present scenario toaddress the present issue(s).

Such an expert system used in combination with a transportation vehiclehas various areas of utility which are not limited to use in aircraft.For example, suppose a ship out on the ocean hits an object, thusrupturing the hull. As a result of the rupture, the ship is taking onwater and listing to the port side. By virtue of implementing anembodiment of the invention, the ship crew members and/or other off-shippersonnel (e.g., coast guard personnel, harbor masters, and/or otherindividuals and organizations associated with the operation, maintenanceand safety of the transportation vehicle) have access to previousinformation on similar situations for the same or a similar model shipwith similar payloads.

This archived scenario information may have been provided byimplementing an embodiment of the invention to at least monitor theoperation of this or other transportation vehicles. As a result, thecrew and/or off-ship personnel may have access to the scenarioinformation that indicates transportation vehicle operations that may betaken to remedy the large amount of water being taken on, the listing ofthe ship, or any resulting environmental degradation occurring as aresult of a collision for previous scenarios, including, for example,results, ballast tank operations, speed of the transportation vehicle,type of ship, size of ship, location of ship, motor configurations,amount of cargo, location of cargo, amount of fuel, weather conditionsand a host or other relevant information on the actions taken inprevious collision scenarios. The crew and/or off-ship personnel mayalso have access to suggested operation(s) to be undertaken in thepresent scenario to address the present issue(s).

Implementing an embodiment of the invention including an expert systemmay also allow a pilot approaching an airport for the first time ininclement weather to access a calculated landing based on previousexperiences for similar aircraft in similar conditions. By virtue ofimplementing an embodiment of the invention, the pilot and other crewmembers and/or other ground personnel may have access to previousinformation on similar situations for the same or a similar model planeat this particular airport.

This archived scenario information may have been provided byimplementing an embodiment of the invention to at least monitor theoperation of this or other planes. As a result, the crew and/or groundpersonnel may have access to the scenario information that indicatestransportation vehicle operations that may be taken to safely navigatethe plane into the airport for previous scenarios, including, forexample, results, speed of the aircraft, decent, type of plane, identityof plane, time of day, size of plane, age of plane, weight of plane,number of passengers, location of cargo, amount of fuel, weatherconditions and a host or other relevant information on the actions takenin previous landing scenarios. The crew and/or ground personnel may alsohave access to suggested operation(s) to be undertaken in the presentscenario to address the present issue(s).

Such a navigation and monitoring system may also be implemented tocontrol the operation of the transportation vehicle to some extent. Forexample, the system may be used in a situation in which a publictransport vehicle experience a tire blowout. In accordance with at leastone embodiment of the invention, the system may be configured toautomatically formulate braking and steering operations that would mostlikely bring the vehicle to a stop whilst restricting the driver frommaking fatal mistakes like braking too hard. By virtue of implementingan embodiment of the invention, the system may have control to initiatespecific actions and to prohibit specific actions based on previouslyarchived scenario information on similar situations for the same or asimilar transportation vehicles. As a result, an operator of the vehiclemay be guided or constrained by the operation of the system based onpast experience that was learned by the expert system.

This archived scenario information may have been provided byimplementing an embodiment of the invention to at least monitor theoperation of this or other transportation vehicles. As a result, thevehicle operator, and his/her passengers, may benefit from theexperience of other operators using previously archived scenarioinformation that indicates transportation vehicle operations that may betaken to bring transportation vehicles to a safe stop in previousscenarios, including, for example, results, speed of the transportationvehicle, type of transportation vehicle, size of transportation vehicle,location of vehicle, inclination of the surface or surfaces on which thevehicle is driving, number of passengers, number of tires, type oftires, amount of inflation of tires, braking speed, steering angle orangles, amount of fuel, weather conditions and a host or other relevantinformation on the actions taken in tire blow out scenarios.

Similarly, personal cars may be fitted to include a system designed inaccordance with an embodiment of the vehicle monitoring and feedbacksystem. For example, a car monitored by such a system, on encounteringan ice patch, may be controlled under the guidance of the system suchthat the system automatically references similar instances on the sameroad or a similar road when cars of a same or a similar type andconfiguration encountered the situation, and may, based on presentenvironmental conditions, formulate and initiate action to stabilize thecar. Similarly, suppose an aircraft looses its engines and is forced tomake an emergency landing over water. If such an aircraft is monitoredby a system designed in accordance with one of the embodiments of theinvention, the system may formulate one or more best possible angles ofdissent for the aircraft based on references with previous instances andweather conditions and present configurations and assist the pilot tomake a safe landing.

It should be understood that any expert system explained above may beimplemented using a combination of operation memory 1220, controller1240, processor 1250, auxiliary sensors 1260, memory buffer storagesystem 1270 illustrated in FIG. 2, among other features, if necessary.Additionally, the expert system may also, or alternatively, use theoperational memory 1130, controller 1120, processor 1140 and archivememory system 1150 illustrated in FIG. 3, among other features, ifnecessary.

In accordance with at least one embodiment of the invention themonitoring and feedback system is compatable with the Bluetooth industryspecification, which is a computing and telecommunications industryspecification that describes how mobile phones, computers, and personaldigital assistants interconnect with each other and with home andbusiness phones and computers using a short-range wireless connection.Thus, passengers' mobile phones, computers, personal data assistants,pagers and other personal computing and telecommunication equipment maybe.

Additionally, it is foreseeable that the on-vehicle component 1200 maybe configured to allow for a technician to transfer data from theon-vehicle component to a hand held device (see 1295 illustrated in FIG.2) using a Bluetooth or other wireless transfer protocol or technology.Such a hand held device may include analysis software that may allow forthe analysis of data transferred from the on-vehicle component 1200,e.g., some or all of the analysis performed in the base stationcomponent 1100.

In accordance with at least one embodiment of the invention, theon-board component includes a network, e.g., a local area network orvirtual area network, which allows, for example, cooperation,communication and interaction of components of the on-board component,including sensors and interfaces, as well as other on-board equipment.In such an implementation passengers may have access to the capabilityof printing out electronic mail, sending and receiving faxes, sendingand receiving e-mail, browsing public or private networks, etc., viapersonal data assistants, personal computers, phones, pagers, userinterfaces built into the transportation vehicle, or any other devicelocated on-board the transportation vehicle(s).

At least one embodiment of the invention may be used in combination withor include hardware, software and functionality associated withvideo-on-demand capability (see, for example, video-on-demand and otheruploaded data exposure hardware and software 510 illustrated in FIG. 5).That is, the transportation vehicle may be equipped with equipment,e.g., 510, to allow passengers on the transportation vehicle to beexposed to (e.g., view or listen to) uploaded data such as, for example,television shows, newspapers, books, movies, audio programs, e.g.,music, radio, etc. (see, for example, uploaded data 520 illustrated inFIG. 5), at their discretion. This data may be provided in one or morememory devices on the transportation vehicle. For example, an aircraftmay include one or more memory units that are configured to store aplurality, e.g., 300, movies, for passengers of the aircraft to watch attheir discretion, for example, for a fee.

The audio-video data stored on the transportation vehicle may be updatedover time to provide new and/or more timely data for review by thepassengers. This updating may be performed by transmitting data from anaudio-video data source to the transportation vehicle when the vehicleis not in use. However, such a data link may not be possible, forexample, when an aircraft is too close to an airport, it is possiblethat the communication signal with the base station(s) may be weakened,reduced or lost. Therefore, this updating may alternatively be performedby a technician accessing the memory units to provide new audio-videodata in the transportation vehicle data, e.g., by using a notebookcomputer, Personal Data Assistant (PDA). This technician could alsoaccess memory 1270 on the transportation vehicle that store monitoring(previously transmitted to the base station(s)) and feedback data(previously received from the base station(s)), as discussed elsewherein this specification.

By periodically accessing the previous monitoring and feedback data, thesystem may be provided with another mechanism to ensure that all data isbeing communicated to and from the transportation vehicle, which may ormay not be an issue. For example, it is possible that crew of either atransportation vehicle or a base station may not appreciate that acommunication link has been lost during transmission of data. Althoughthe monitoring and feedback systems designed in accordance with at leastone embodiment of the invention may include mechanisms for determiningwhen a link has been lost and re-establishing the communication link,the ability to access on-board memory including, for example, theprevious week's monitoring and feedback data, would allow an archive ofdata stored, for example, at the base station(s) or a centralizedarchive, to include the most complete data possible. Such a centralizedarchive of data may be implemented at one or more secure facilities,e.g., for the purpose of disaster recovery and redundancy of servicedata. By storing identical data at more than one location, thelikelihood of losing access to that data at any given point of time isdecreased.

Alternatively, or in addition, the on-transportation vehicle audio-videodata memory may be supplemented with the ability to view otheraudio-video data, e.g., obscure movies, listed in an on-board index, anduploadable via an uplink signal from, for example, the base station(s)and/or one or more supplemental audio-video data support station(s).This uplink signal may be the same uplink signal that is used to providefeedback information from the base station(s) to the transportationvehicle. In such an implementation, the data to be uploaded forvideo-on-demand may be compressed and, optionally, interleaved with thefeedback data provided from the base station(s).

In accordance with at least one embodiment of the invention, thehardware located on a plurality of transportation vehicles is identical,for example, the equipment used on all aircraft's is identical, allaircraft owned by a particular carrier is identical or on a particularmodel of aircraft is identical. In this way, faulty equipment may beswapped for fully functional equipment with ease because ofstandardization. Moreover, particular services, such as continuousmonitoring of flight path and in-flight parameters, requested by theoperator, for example, a pilot or airline carrier, associated with aparticular transportation vehicle may be easily and efficiently loadedinto the standard hardware. Thus, standard hardware may be used bytechnicians to configure custom systems and service packages forparticular transportation vehicles in an effective manner. During such aconfiguration, hardware (having a unique identification data) and anassociated service package for the transportation vehicle are associatedwith the vehicle in the monitoring and feedback data system archives,e.g., the hardware and service package are associated with a “tailnumber” of an aircraft, a vehicle identification number on anautomobile, etc.

Subsequent to configuration, operators of the transportation vehicles(pilots, carriers, dispatchers, etc.) can monitor which transportationvehicles they choose and which parameters associated with thosetransportation vehicles they choose.

It should be understood that, with reference to any of the embodimentsof the invention, transportation vehicle operators may use the monitoreddata for their own use. Thus, it is possible that the invention may beused to monitor operation of transportation vehicles and provide aplatform that allows a carrier to provide feedback to crew of thetransportation vehicle. Therefore, it should be understood that, thecarrier may utilize its own personnel to provide feedback services tothe transportation vehicle based on monitored parameters of thetransportation vehicles' operation. This monitoring information may beprovided, for example, using landlines, following receipt of themonitoring information by one or more base station(s). Further, thecarrier (an organization with a plurality of transportation vehicles ina fleet, e.g., an air line, a trucking company, a shipping company etc.)may check on specific transportation vehicles, vehicle models,operators, etc. For example, the carrier may check on specific aircraft,aircraft models, operators, e.g., pilots, crew, geographic regions(e.g., in case of localized weather), etc. It should be understood that,if data is being communicated to carriers, that the each carrier mayhave a carrier-specific encryption scheme that allows only them, or themand the system operators, access to that data. Alternatively, encryptionschemes may be specific to individual operators, e.g., private pilots.

In accordance with at least one embodiment of the invention, differenttransmission frequencies may be used for different types oftransportation vehicles, for example, aircraft may transmit data in adifferent frequency range than both shipping vehicles and automotivevehicles. In this way, data transmitted from these vehicles maydifferentiated from each other and routed to the appropriate systemcomponents and/or industry-specific base station(s). Alternatively, orin addition, information indicating the type of transportation vehiclemay be included in headers associated with packet informationtransmitted to and from the transportation vehicle(s). Further, privateencryption keys may be associated with particular operators, carriers,vehicle types or industries to ensure that data associated with, forexample, a commercial freight trucking organization's fleet is notconfused with data associated with or accessed by a commercial,international airline. It should be appreciated that these private keysmay be static or dynamically changed on a periodic, e.g., monthly,quarterly, or yearly, basis.

At least one embodiment of the invention may be utilized in conjunctionwith simulator training of transportation vehicle personnel. Forexample, by recording and archiving the parameters associated withtransportation vehicle accidents, the data may be used to simulatepotentially detrimental situations in a simulator environment forpersonnel training. For example, if monitored and archived dataassociated with a previous aircraft accident indicated that an aircraftsuffered from the adverse consequences of certain events, e.g., highcross winds, a failed engine and poor visibility, the circumstances maybe identically reproduced in a simulator setting for training ofpersonnel.

Further, if data transmitted from a transportation vehicle indicatesthat the vehicle crew are unable to perform their duties, e.g., due toillness, accident or equipment malfunction, the data received from thevehicle in real-time or near-real-time may be used to override thecontrols of the vehicle. Subsequently, the vehicle may be operatedremotely using a simulator. In such a situation, video data from acamera on board the vehicle may be used to steer the vehicle, e.g., fora landing (e.g., aircraft), docking (e.g., shipping or other vessel), orstopping (e.g., train, automobile, truck, etc.). Such a remote operationcapability may be beneficial, for example, if an airline cockpit isfilled with smoke so that the crew cannot read gauges or monitors tooperate a plane, a train engineer becomes incapacitated due to illness,a truck driver falls asleep at the wheel, etc. It is possible that thetransportation vehicles may be operated remotely or oral instructions oran alert may be generated to assist the transportation vehicle crew insafe operation.

It should be understood that the data monitored on the transportationvehicle may be digital data and/or analog data. Thus, the monitoring andfeedback system may be implemented with transportation vehicles thatutilize analog data meters, e.g., older air craft which may not includean FDR, automotive transportation (e.g., cars, trucks, tractor trailers,etc.), trains, ships, etc.

The data transmitted from the transportation vehicle(s) may be stored ina database and processed or analyzed using visual basic application formonitoring and analysis. Alternatively, the data may be analyzed andstored in any manner; however, it may be preferable to store and analyzethe data using a widely accepted or standard data format.

In accordance with at least one embodiment of the invention, themonitoring and feedback system may utilize GPS technology to accuratelyidentify a position of a transportation vehicle(s) continuously,periodically and/or upon an explicit request to do so. Further, in atleast one implementation, at least one of the on-vehicle component andthe base station component receives information about a position of thetransportation vehicle. See, for example, the vehicle positioninginformation receiver 540 illustrated in FIG. 5.

In accordance with at least one embodiment of the invention, themonitoring and feedback system may utilize GPS or other locationtracking data to determine speed of the transportation vehicle. Such acapability may be beneficial to self-regulate transportation vehicleoperators and crew to ensure that they are not exceeding a maximum legallimit. Alternatively, such an indication of speed may be used todetermine whether a transportation vehicle is experiencing trafficcongestion, e.g., a traffic jam on a highway experienced by a truckdriver, experiencing inclement weather conditions, e.g., a localizedhail storm, or is suffering from equipment problems.

In accordance with at least one embodiment of the invention, themonitoring and feedback system may be configured to compare locationdata associated with one or more transportation vehicles with maps,e.g., road maps, to determine a travel route of one or moretransportation vehicles.

Thus, following a determination that a particular transportation vehicleis operating at a speed that is slower than expected (based on, forexample, an indicated GPS position and a previously known speed limit atthat position), the monitoring and feedback system may react byperforming various actions. This determination may take into account thefact that a transportation vehicle may be stopped at an intersection orstopped completely; therefore, the average speed of a vehicle may becompared with a range of speeds, e.g., X<Speed<Y, where Y may beapproximately an expected speed minus an expected deviation and X may bea minimum possible speed, for example, five miles an hour).

The monitoring and feedback system may then determine if other monitoredtransportation vehicles are traveling near (based on some predetermineddistance metric) the slowly moving transportation vehicle. Subsequently,the system may determine whether transportation vehicles traveling alongthe same route as the slowly moving vehicle are also traveling slowly.If so, the monitoring and feedback system may, for example, query thetransportation vehicle operator(s) moving slowly to determine why theyare moving slowly. This reason may be due to, for example, a traffic jamor localized inclement weather. Following a determination of why thevehicles are moving slowly, the monitoring and feedback system mayconvey alert information to other transportation vehicles which may soonexperience the cause of the delay, i.e., they are moving toward the areawhere vehicles are moving slowly. This alert may be providedautomatically as a broadcast only to identified, monitored,transportation vehicles. This alert may be supplemented with informationon alternative travel routes that may avoid delays.

Alternatively, following a determination that more than onetransportation vehicle is moving slowly within a geographic area, aweather service may be referred to determine whether that area isexperiencing inclement weather. Therefore, it may not be necessary tocontact the slowly moving transportation vehicles to determine thereason for the decreased speed. That is, a determination may be madethat the slow rate of speed is due to traffic congestion if there is notinclement weather reported by the weather service.

Further, following a determination that more than one transportationvehicle is moving slowly within a geographic area, a service reportingstatus of pending road work may be referred to determine whether thatarea is undergoing construction. Therefore, it may not be necessary tocontact the slowly moving transportation vehicles to determine thereason for the decreased speed. That is, a determination may be madethat the slow rate of speed is due to traffic congestion based on theinformation from the status reporting service.

Additionally, the monitoring and feedback system may refer to both aweather service and a road construction status service prior tocontacting the slowly moving transportation vehicles' operators or toalerting other transportation vehicles.

If it is determined that a particular transportation vehicle isoperating below an expected speed, but no other proximate transportationvehicles are experiencing similar decreased speeds, the monitoring andfeedback system may automatically, semi-automatically or at the requestof a system operator, access maintenance records to determine whetherthe transportation vehicle has a history of operation problems.Alternatively, or in addition the system may automatically,semi-automatically, or at the discretion of a system operator, contactthe vehicle operator to offer assistance based on the detected andisolated slow rate of travel and/or based on a known history ofoperation problems.

At least one embodiment of the invention may be used to enforcemandatory rest requirements for operators of transportation vehicles.For example, a government or a particular carrier may have mandatoryprescribed rest periods to ensure that their vehicle operators are notmentally or physically fatigued. The monitoring and feedback system maymonitor an amount of time that a transportation vehicle is operatedwithin a specific period and alert the operator and/or carrier whenprescribed rest is required. Moreover, archived data indicating whetheror not a carrier's operators are following prescribed rest-requirementsmay be used to improve insurance premiums paid by the carrier on itsvehicles, show regulatory compliance etc. It is foreseeable that atransportation vehicle may include a profile of operator(s) associatedwith the transportation vehicle. Therefore, in the case of a tractortrailer operated by a pair of individuals, the on-board component may beconfigured to recognize which operator is operating the transportationvehicle. Alternatively, the on and/or off-board components may simplyrecognize that prescribed rest period monitoring may not be effectivelyperformed for transportation vehicles operated by more than one operatoron a given vehicle trip.

In accordance with at least one embodiment of the invention, the systembase station(s) may detect when a transportation vehicle's on-boardcomponent is not operating effectively. For example, the base station(s)may detect when an on-board component has been tampered with, e.g.,because the base station(s)' receipt of a signal that is continuously orperiodically transmitted from the on-board component is interrupted.Such a signal may include a data signature that is proprietary to thesystem or is specific to the particular on-board component.

Additionally, in accordance with at least one embodiment of theinvention, if an on-board component is malfunctioning in some way, adata signature may indicate the malfunctioning to the base station(s).Thus, the on-board component may include self diagnostic hardware and/orsoftware that allows the on-board component to recognize when, forexample, specific sensors are not operational or malfunctioning, whetherother parts of the on-board component are malfunctioning, or theon-board component has been tampered with. This self-diagnosticinformation may then be transmitted to the base station(s).

One or more operational parameters of a monitored transportation vehiclemay be monitored at various rates, for example, one or more operationparameters may be monitored ten times a second, once a second, ten timesa minute, once every ten minutes, etc., and stored in a memory buffer(e.g., a First In First Out buffer). Each of the monitored operationparameters may be transmitted at the same or a lower rate to the basestation(s). For example, the monitored data may be pre-processed onboard the transportation vehicle, as explained elsewhere in thisspecification. The monitored operation parameters may also be stored onboard the transportation vehicle for the duration of a vehicle'simmediate operation, for example, an aircraft's flight, a train'soperation until it reaches its destination, etc. At that time, the datamay be transmitted to a long term memory on the transportation vehicleuntil such time that a technician accesses and download that data, asexplained elsewhere in this specification.

In accordance with at least one embodiment of the invention, themonitoring and feedback system may be used to detect theft of atransportation vehicle and recover the transportation vehicle. Forexample, the location of the transportation vehicle may be monitoredbased on, for example, GPS technology or other technology allowingtracking of the transportation vehicle. Following some indication thatthe transportation vehicle has been stolen, e.g., a telephone call fromthe operator of the transportation vehicle, the monitoring and feedbacksystem may be used to locate that transportation vehicle forreacquisition. Alternatively, or in addition, the monitoring andfeedback system may be configured to provide some degree of remotecontrol of the transportation vehicle so that vehicle may be renderednon-operational. Such a configuration may involve including a remoteactivated “kill switch”.

In accordance with at least one embodiment of the invention, theauxiliary sensors 1260 may include sensors configured to determinequantity and location of cargo including, luggage and passengers. Forexample, in passenger transportation vehicles, sensors may be includedin seats that indicate the presence of a passenger. Additionally, forpassenger ships, sensors may be included in cabins or bunks to indicatethe presence of passenger(s). Such information may be beneficial foraccident recovery, for example, to indicate how many passengers were onan aircraft, in a train car, etc. These sensors may determine whether apassenger is sitting in the seat at a time when all passengers must beseated, for example, at take off of an aircraft. Alternatively, or inaddition, the sensors may determine whether a passenger is sitting inthe seat when, for example, a train leaves a train station, orperiodically during operation of the transportation vehicle. Thisinformation may be useful in determining relative capacity of atransportation vehicle during operation over a given route.

Additionally, sensors may be included in cargo bays that indicate thepresence, quantity (size and/or weight), and location of cargo.

In accordance with at least one embodiment of the invention, thetransportation vehicle may include passenger interfaces, e.g., locatedat each seat on a transportation vehicle, that allow a passenger toinitialize, and/or, maintain, update and/or utilize a personalizedpassenger profile.

Such a profile may include, for example, identification data associatedwith the passenger, e.g., name, address, frequent flyer number, frequenttraveler number, company affiliation, language spoken, dietarypreferences or restrictions, health issues (e.g., diabetes, epilepsy,etc.), medications, allergies, data associated with an account that thetraveler has with the transportation vehicle carrier, movie choices,electronic-mail account information, information indicating previoustrips on transportation vehicles, musical tastes, preferred ambienttemperature, etc. Based on this information, a user may access on-boardelectronic mail capability to, for example, check their electronic mailaccounts, view movies or read books available in a repository of datastored on board the transportation vehicle or available via a link withoff-board repositories (as explained elsewhere in this application),check stock market information, etc. It should be appreciated that datacommunicated by a passenger via the on-board component's communicationlink(s) may be encrypted in any number of ways and at the discretion ofthe passenger to protect the passenger(s)' privacy.

Additionally, some or all of the crew may have limited access toinformation included in the passenger(s) profile to provide improvedservice to the passenger(s) by, for example, speaking to the passengerin their native language without having to determine what language thatmay be, recognizing health concerns earlier based on information that apassenger may not be able to convey (e.g., when a passenger has slippedinto a diabetic coma), etc.

A passenger and their passenger profile may be associated with aparticular seat, cabin, compartment or bunk on the transportationvehicle by assignment of, for example, a ticketing agent that assignsthe seats and provides this information to the monitoring and feedbacksystem. Alternatively, passengers may have personalized identificationdata and passwords that they may key into a console at or near theirseat.

Further, the passengers may have identification cards or keys, forexample, smart cards, that may be inserted, scanned or otherwise read bya reader that reads the identification data off the card and accessesassociated information stored in a repository, either on or off board,or reads the passenger's profile data off the card as well.

Moreover, the cards or keys may be both readable and writable in thatthe reader included at the system may also have the capability to writedata to the card or key, if the passenger profile data is stored on thecard or key.

In accordance with at least one embodiment of the invention, one or moresensors and components may have unique IP addresses associate with eachof them. Such an implementation may allow system operations andprocesses to uniquely identify the sensors and components to betterenable communication, interaction and cooperation. For example, eachseat may have an IP address associated with it and any associatedpassenger presence sensor, passenger interface, etc. Similarly, forpassenger ships, e.g., cruise ships, an IP address may be associatedwith each passenger cabin, bunk, etc.

In accordance with at least one embodiment of the invention, passengersmay be optionally exposed (e.g., at their discretion) to stored orbroadcast audio-video programming. The broadcast audio-video programmingmay be interleaved with other data on communication link(s) to thetransportation vehicle. In at least one implementation of thisembodiment, a carrier operating one or more transportation vehicles maybe able to optionally expose passengers to customized programmingprovided, for example, daily, twice daily, etc., by the monitoring andfeedback system's on-board component receiving that programming via thecommunication link(s) with the transportation vehicle. In accordancewith at least one embodiment of the invention the on-board component ofthe transportation vehicle may be configured to interface with mobilephones, computers, personal data assistants and other personal computingand telecommunication equipment to allow passengers to utilize datacommunication links provided in the on-board component of the system.

In accordance with at least one embodiment of the invention, passengersmay be provided with passive transponders (see, for example, passengerpassive transponder 620 illustrated in FIG. 6), e.g., in decorative pinsor on bracelets, that include identification data about the passenger.These passive transponders may be configured to interact with sensorslocated on board the transportation vehicle, e.g., located in doorframes, (see, for example, sensors 530 illustrated in FIGS. 5 and 6) aspart of the monitoring and feedback system. Interaction of thesetransponders and the sensors may be used to determine a location of apassenger on the transportation vehicle, e.g., parents are looking for achild on a large cruise ship.

In accordance with at least one embodiment of the invention, safetyequipment provided on board transportation vehicle(s) may be equippedwith passive transponders (see, for example, emergency equipment passivetransponder 610 illustrated in FIG. 6). The monitoring and feedbacksystem's on-board component may be configured to identify the identityof those transponders (see, for example, sensors 530 illustrated inFIGS. 5 and 6) and keep a count of how many transponders have beenidentified during a particular period. For example, in the event that atransportation vehicle emergency occurs, life vests may be distributedto passengers and crew prior to evacuating the transportation vehicle.Access of a receptacle including the life vests may trigger operation ofthe on-board component such that, a determination is made whether thelife vest is being worn by a passenger (for example, by detectingwhether a clip securing the life vest on the passenger has beenoperated) and how many life vests are being worn by passengers. Thisinformation may be communicated to the base station(s) to assist rescueoperations. Such information may be useful in determining how manypassengers were evacuated and need to be recovered. Moreover, dependingon the strength of the transponders, they may be used to help locate theevacuated passengers.

In accordance with at least one embodiment of the invention, theon-board component of the system may be configured to recognize cargo(using, for example, cargo area and other sensors 530 illustrated inFIGS. 5 and 6) being loaded onto and off the vehicle and stored on thevehicle by recognizing transponders attached to the cargo (see, forexample, cargo passive transponder 630 illustrated in FIG. 6). Forexample, the cargo may be luggage, plats of products, etc. Thetransponders may include unique identification data and be associatedwith specific cargo in a database accessible by or included in theon-vehicle component of the system. This information may be used tocontrol or assist in loading and off-loading of cargo and/or checkingagain transportation vehicle manifests. This additional information maybe beneficial by reducing or minimizing the amount of time necessary toensure that all cargo has been loaded or off-loaded at a port,destination, or prior to arrival.

In accordance with at least one embodiment of the invention, theon-board component of the system may be configured to include one ormore interfaces that provide the capability to connect medical equipmentwithin the transportation vehicle, e.g., an aircraft or cruise ship, tothe on-board component, which may be configured to send and receiveinformation to and from doctors, medical personnel, etc., off-board thetransportation vehicle. Such interfaces and transmission capability mayallow real-time or near real time transmission of medical data relatingto a sick or injured person on the transportation vehicle. Thistransmission and subsequent remote medical diagnosis or advice may allowthe transportation vehicle crew to manage and/or resolve a medicalsituation.

While this invention has been described in conjunction with the specificembodiments outlined above, it is evident that many alternatives,modifications and variations will be apparent to those skilled in theart. Accordingly, the embodiments of the invention, as set forth above,are intended to be illustrative, not limiting. Various changes may bemade without departing from the spirit and scope of the invention.

For example, although the explanation of the embodiments of theinvention refer often to a transportation vehicle that is an aircraft,train, truck, ship, etc., it is foreseeable that the embodiments of theinvention may be used in conjunction with any type of transportationvehicle including but not limited to any vehicle used for transportationof cargo and/or people. Therefore, transportation vehicles may includecars, trucks, boats, ships, aircraft, satellites, or any other now knownor later developed vehicle for transportation that includes equipmentthat is susceptible to failure.

1. A method for monitoring operation of at least one transportationvehicle and generating information based on the monitored operation, themethod comprising: monitoring data associated with at least oneoperation criterion of the transportation vehicle during operation ofthe transportation vehicle on the transportation vehicle; comparing themonitored data with at least one operation parameter; storing themonitored data and results of the comparison of the monitored data withthe at least one operation parameter in a first memory on thetransportation vehicle; transmitting the monitored data from thetransportation vehicle to a base-station; comparing the transmitted datawith at least one operation parameter; storing the transmitted data in asecond memory at the base-station; transmitting feedback data to the atleast one transportation vehicle based on the comparison between thetransmitted data and the at least one operation parameter; andformulating archived scenario data from the data stored in the secondmemory at the base station that is configured to be used for vehicleoperation.
 2. The method of claim 1, further comprising storing thefeedback data in the second memory at the base-station.
 3. The method ofclaim 1, further comprising performing compression of the monitored dataprior to transmitting the data from the transportation vehicle to abase-station.
 4. The method of claim 3, further comprising performingdecompression of the transmitted data at the base-station.
 5. The methodof claim 1, further comprising performing data reduction of themonitored data prior to transmitting the monitored data from thetransportation vehicle to a base-station.
 6. The method of claim 1,further comprising performing encryption of the monitored data prior totransmitting the monitored data from the transportation vehicle to abase-station.
 7. The method of claim 6, further comprising performingdecryption of the transmitted data at the base-station.
 8. The method ofclaim 1, wherein the transportation vehicle is selected from one of thelist consisting of: an aircraft; a bus; a truck; a car; a boat; a ship;a submarine; a hovercraft; a satellite; a rocket; a missile; a blimp; aballoon; a utility vehicle; a train; and a tank.
 9. The method of claim1, wherein monitoring data uses a data bus installed in thetransportation vehicle.
 10. The method of claim 1, wherein the monitoreddata is transmitted from the transportation vehicle to the base-stationusing the Airborne Call and Recording System and the feedback data istransmitted from the base-station to the transportation vehicle usingthe Airborne Call and Recording System.
 11. The method of claim 1,wherein the monitored data is transmitted from the transportationvehicle to the base-station using the Internet and the feedback data istransmitted from the base-station to the transportation vehicle usingthe Internet.
 12. The method of claim 1, further comprising performinganalysis of the transmitted data stored in a second memory at thebase-station.
 13. The method of claim 12, wherein the analysis comparesthe transmitted data with other corresponding data for at least oneother transportation vehicle.
 14. The method of claim 12, wherein theanalysis compares the transmitted data with other corresponding data fora plurality of other transportation vehicles.
 15. The method of claim12, wherein the analysis compares the transmitted data with a range ofacceptable values for corresponding data.
 16. The method of claim 1,wherein the archived scenario data is used to provide at least onesuggestion for operation of at least one transportation vehicle.
 17. Themethod of claim 1, wherein the archived scenario data is configured tobe used to provide at least one suggestion for subsequent operation ofthe at least one transportation vehicle.
 18. The method of claim 1,wherein the archived scenario data is configured to be used to provideat least one suggestion for subsequent operation of transportationvehicles of a same type as the at least one transportation vehicle. 19.The method of claim 1, wherein the archived scenario data is configuredto be used to provide at least one suggestion for subsequent operationof transportation vehicles.
 20. The method of claim 1, wherein thearchived scenario data is configured to be used to control subsequentoperation of the at least one transportation vehicle.
 21. The method ofclaim 1, wherein the archived scenario data is configured to be used tocontrol subsequent operation of transportation vehicles of a same typeas the at least one transportation vehicle.
 22. The method of claim 1,wherein the archived scenario data is configured to be used to controlsubsequent operation of transportation vehicles.
 23. A system formonitoring operation of at least one transportation vehicle andgenerating information based on the monitored operation, the systemcomprising: an on-vehicle component that is located on a transportationvehicle; and a base-station component that is located at a base-stationfor monitoring the transportation vehicle, wherein, the on-vehiclecomponent monitors data associated with at least one operation criterionof the transportation vehicle during operation of the transportationvehicle, compares the monitored data with at least one operationparameter, stores the monitored data and results of the comparison ofthe monitored data with the at least one operation parameter in a firstmemory, and transmits the monitored data to the base-station component,and wherein, the base-station component compares the transmitted datawith at least one operation parameter, stores the transmitted data in asecond memory at the base-station, transmits feedback data to the atleast one transportation vehicle based on the comparison between thetransmitted data with the at least one operation parameter, andformulates archived scenario data from the data stored in the secondmemory that is configured to be used for vehicle operation.
 24. Thesystem of claim 23, wherein the on-vehicle component comprises: a firstoperational memory coupled to an on-vehicle component bus, the firstoperational memory being configured to store instructions for operationof the on-vehicle component; a first controller coupled to theon-vehicle component bus, the first controller being configured tocontrol operation of the on-vehicle component; a first processor coupledto the on-vehicle component bus, the first controller being configuredto control the first processor to fetch instructions from the firstoperational memory to control operation of the on-vehicle component viathe on-vehicle component bus; a first archival memory coupled to theon-vehicle component bus, the first archival memory being configured tostore the monitored data; and a first transceiver unit coupled to theon-vehicle component bus, the first transceiver unit being configured totransmit the monitored data.
 25. The system of claim 24, wherein thefirst operational memory is a flash memory.
 26. The system of claim 24,further comprising a transportation vehicle data bus interface coupledto the on-vehicle component bus and to a transportation vehicle databus, the transportation vehicle data bus interface being configured toreceive transportation vehicle operation data from the transportationvehicle data bus.
 27. The system of claim 26, wherein the transportationvehicle data bus interface is configured to provide an interface with atransportation vehicle data recorder and to transportation vehiclesensors that provide information about the operation of thetransportation vehicle.
 28. The system of claim 27, wherein theon-vehicle component further comprises at least one auxiliary sensorthat acquires information about the transportation vehicle that issupplementary to the data provided by the transportation vehicle databus interface.
 29. The system of claim 27, wherein the on-vehiclecomponent further comprises at least one auxiliary sensor associatedwith at least one part of the transportation vehicle.
 30. The system ofclaim 29, wherein the transportation vehicle is a train and the at leastone auxiliary sensor is associated with a train engine.
 31. The systemof claim 29, wherein the transportation vehicle is a train and theon-vehicle component is incorporated in a train engine.
 32. The systemof claim 29, wherein the transportation vehicle is a tractor trailer andthe at least one auxiliary sensor is associated with a tractor or atrailer.
 33. The system of claim 29, wherein the transportation vehicleis a tractor trailer and the on-vehicle component is incorporated in atractor.
 34. The system of claim 27, wherein the on-vehicle componentfurther comprises at least one auxiliary sensor that is configured tomonitor for and detect pathogens on the transportation vehicle.
 35. Thesystem of claim 27, wherein the on-vehicle component further comprisesat least one auxiliary sensor configured to monitor for and detectspoilage of perishable cargo on the transportation vehicle.
 36. Thesystem of claim 23, wherein a transportation vehicle profile isassociated with all monitored and archived data associated with acorresponding transportation vehicle provided by the system.
 37. Thesystem of claim 23, wherein at least one of the on-vehicle and basestation components receive sensory information from sensors located offthe transportation vehicle.
 38. The system of claim 37, wherein thetransportation vehicle is a train and the sensors located off thetransportation vehicle indicate track condition of train tracks thatindicate at least one of track conditions, track obstructions, and trackintegrity.
 39. The system of claim 23, wherein transmission of databetween the on-vehicle component and the base-station component ispacket-based.
 40. The system of claim 23, wherein transmission of databetween the on-vehicle component and the base station component isencrypted.
 41. The system of claim 23, wherein transmission of databetween the on-vehicle component and the base station component utilizesSecure Sockets Layer protocol.
 42. The system of claim 23, wherein datareceived from sensors on the transportation vehicle is retransmitted aplurality of times from the on-vehicle component to the base-stationcomponent and the base station component selects data to be processedand analyzed from the plurality of data received.
 43. The system ofclaim 23, wherein the base-station component is configured to accessweather data relating to the transportation vehicle.
 44. The system ofclaim 23, wherein the base-station component is configured to accesstraffic data relating to a geographic location of the transportationvehicle.
 45. The system of claim 23, wherein the on-vehicle component ofthe monitoring and feedback system is compatable with the Bluetoothindustry specification.
 46. The system of claim 23, wherein theon-vehicle component is configured to allow a technician to transferdata from the on-vehicle component to a hand held device using aBluetooth or other wireless transfer protocol or technology.
 47. Thesystem of claim 46, wherein the hand held device includes analysissoftware that analyzes data transferred from the on-vehicle component.48. The system of claim 23, wherein the on-vehicle component includes anetwork configured to enable cooperation, communication and interactionof sub-components of the on-vehicle component.
 49. The system of claim48, wherein the network enables passengers on the transportation vehicleto at least one of send or receive electronic mail, print out electronicmail, send or receive faxes, browse public or private networks, via apersonal data assistant, personal computer, phone, pager, or userinterface built into the transportation vehicle.
 50. The system of claim23, wherein the on-vehicle component includes hardware and softwareconfigured to provide video-on-demand capability.
 51. The system ofclaim 23, wherein the on-vehicle component optionally exposes at leastone passenger to uploaded data.
 52. The system of claim 51, wherein theuploaded data includes at least one of a television show, newspaper,book, movie, and audio program, at the passenger's discretion.
 53. Thesystem of claim 51, wherein the uploaded data is transmitted to theon-vehicle component from the base-station component.
 54. The system ofclaim 51, wherein the on-vehicle component optionally exposes at leastone passenger to data including at least one of a television show,newspaper, book, movie and audio program stored in one or more memorydevices coupled to the on-vehicle component.
 55. The system of claim 23,wherein at least one of the on-vehicle component and the base stationcomponent receives information about a position of the transportationvehicle.
 56. The system of claim 55, wherein the information about theposition of the transportation vehicle is provided using a GlobalPositioning System.
 57. The system of claim 23, wherein the on-vehiclecomponent includes sensors that monitor for and detect passivetransponders on the transportation vehicle.
 58. The system of claim 57,wherein the passive transponders are associated with cargo on thetransportation vehicle.
 59. The system of claim 57, wherein the passivetransponders are associated with passengers on the transportationvehicle.
 60. The system of claim 57, wherein the passive transpondersare associated with emergency equipment on the transportation vehicle.61. The system of claim 24, wherein the first transceiver unit isconfigured to enable communication with the base-station component,wherein the first transceiver unit includes or is coupled to at leastone antenna assembly configured to provide communication with anoff-vehicle component.
 62. The system of claim 61, wherein the at leastone antenna assembly includes a blade antenna.
 63. The system of claim62, wherein the at least one antenna assembly is configured to tracksatellites dynamically to provide communication with the at least onebase station component.
 64. The system of claim 61, wherein the at leastone antenna assembly includes an attitude controller.
 65. The system ofclaim 61, wherein the at least one antenna assembly includes at leastone patch antenna.
 66. The system of claim 24, wherein the firsttransceiver unit includes or is coupled to a plurality of antennaassemblies located on a tail section of the transportation vehicle. 67.The system of claim 66, wherein the transceiver unit utilizes one of theplurality of antenna assemblies based on a determination of whichantenna assembly provides a best communication link quality based onanalysis performed using an algorithm.
 68. The system of claim 24,wherein the base-station component comprises: a second transceivercoupled to a base-station bus and configured to receive datacorresponding to the at least one transportation vehicle criterion fromthe first transceiver of the base-station component; a second controllercoupled to the base-station bus, the second controller being configuredto control operation of the base-station component; a second operationalmemory coupled to the base-station bus, the second operational memorybeing configured to store instructions for operation of the base-stationcomponent; a second processor coupled to the base-station bus, thesecond controller being configured to control the second processor tofetch instructions from the second operational memory to controloperation of the base-station component via the base-station componentbus; a second archival memory coupled to the base-station bus, thesecond archival memory being configured to store the transmitted data;and a network interface coupled to the base-station bus, the networkinterface being configured to provide access to information used by theprocessor to formulate the at least one operation parameter.
 69. Thesystem of claim 23, wherein the transportation vehicle is selected fromone of the list consisting of: an aircraft; a bus; a truck; a car; aboat; a ship; a submarine; a hovercraft; a satellite; a rocket; amissile; a blimp; a balloon; a utility vehicle; a train; and a tank. 70.The system of claim 23, wherein the archived scenario data is used toprovide at least one suggestion for operation of at least onetransportation vehicle.
 71. The system of claim 23, wherein the archivedscenario data is configured to be used to provide at least onesuggestion for subsequent operation of the at least one transportationvehicle.
 72. The system of claim 23, wherein the archived scenario datais configured to be used to provide at least one suggestion forsubsequent operation of transportation vehicles of a same type as the atleast one transportation vehicle.
 73. The system of claim 23, whereinthe archived scenario data is configured to be used to provide at leastone suggestion for subsequent operation of transportation vehicles. 74.The system of claim 23, wherein the archived scenario data is configuredto be used to control subsequent operation of the at least onetransportation vehicle.
 75. The system of claim 23, wherein the archivedscenario data is configured to be used to control subsequent operationof transportation vehicles of a same type as the at least onetransportation vehicle.
 76. The system of claim 23, wherein the archivedscenario data is configured to be used to control subsequent operationof transportation vehicles.